Dumping-car.



M. GOODWIN.

ouMPme CAR APPLICATION. FILED MAY I3. i910.

Patented Sept. 28, 1915.

I I I I I I l I I I I I I I I I I I I I I I I I I I I I I I I I I I I l J g1 I I l I I COLUMBIA PLANDRAPH Co.,wAsH|NaToN. n. c.

JOHN M. GOODWIN, OF SPOKANE, WASHINGTON.

.DUMPINGr-CAR.

Specification of Letters atent.

Patente-d Sept. 28, i915.

Drignal application filed February 5, 1907, Serial No. 355,815. Divided and this application filed May 13, 1910. Sera1No561,064.

a citizen of the UnitedStates, residing in' Spokane, in the county of Spokane and State of Washington, have invented certain new and useful Improvements in Dumping Cars,`of which the following, taken in con-- junction with the accompanying drawings, is a full, true, and concise specification.

My present application formsfa division of my application No. 355,815, filed February 5, 1907, wherein it is stated 'that my invention relates to dumping vehicles or railway cars with the object of producing a center dumping sheet-metal car which will combine maximum carrying capacity and strength of construction with minimum weight and complication in construction; the invention comprising certain important constructions, combination of parts and subcombinations thereof whereby a car or vehicle is formed, provided with longitudinal center-sills spaced apart or separated to provide a Vlarge central ldischarge opening in the bottom of the car.

The particular feature of my invention forming the subject matter of my present application has for its object the providing of means wherebyr standard draft-rigging may be readily applied to such separated center-sills.

By the use of my invention a simple and compactconstruction is provided wherein strains on the draft-mechanism are taken up and transmitted longitudinally of the center-sills, there being a resulting gain in strength and stability.

In the drawing herewith, wherein like characters of reference denoting like parts are applied as in corresponding figures of the drawings of application No. 355,815, above referred to, the figure is 'a-horizontal fragmentary section through the lower 'part of the car.

Thel means for supporting the loadY of the car upon trucks comprises two central sills,

1, l, located somewhat inboard of the truck wheels and separated or spaced apart. They have attached at their ends the usualy bufferplates and the coupler-heads and the draftrigging presently described, so applied that the hauling and bufling strains'to which the vehicle is subjected are therefore taken up directly and primarilyupon these two longitudinal members and transmitted through inter-sill cross members, which include the,

end cross sill construction later described. The sills as thus separated provide a wide space between lthem as compared with the usual distance between the center-sills of dumping railway cars, and the portion of this space which extends fore and aft between Vthe inner truck sills accommodates a part ofthe cargo receptacle and is provided with one or more discharge valves not shown at its Ylower part 'so that it likewise constitutes the 'central discharge opening. The draft-rigging is applied to these widely separated sills by means of a construction ywhereby the hauling and buiiing strains,

which are exerted at a point midway between the sills, are transmitted to the same as end'wise strains. This arrangement ob via'tes the use of special sills at or inward of the truc/ks, and permits the employment of the continuous central, load-supporting center-sill constructionl above explained, notwithstanding the abnormal width of the inter-sill discharge passage. IThe said construction comprises 'a short channel bar or cross sill ll5 secured to the extreme ends of the centensills and perforated at its center to receive the draw-bar 46. Radiatiiig from the draw-bar opening are two diagonal channel bars 4:7 extending divergently to a point adjacent to the body-bolster construction, where they are both firmly secured to the sides of the respective center-sills. The forward ends of said bars are secured by the angles 47a to the short cross-sill 45, and said divergent bars constitute two inwardly projecting horizontal thrust-receiving brackets whereby the coupling or butling shocks on the car are caused to be exerted longitudinally from buffer to buffer through the sills. At or near the point of attachment of the divergeiitbars 47 to the sills,the latter are tied together by the interior spacers or distance plates 4, so that all tendency'fo'r the sills to spread or move laterally out of v i ter-sills.

30 Y Vbearing-blocks has vbut-slight tendency to".

shear the bolts by which the same are heldy in place, the action being somewhatV anal#V alinement is adequately counteracted. rl`he.

dead block is of suiicient length to span the ends of the bars 47. rlhe draw-bar 4G extends into the triangular space between the divergent channel bars 47 and is provided with the-usual arrangement of springs 46, follower blocksv 46h, follower coastings 46C and tail-strap 46d. TheV front and rear followers have their bearings against the rear faces of the short bearing blocks 4S and the forward faces of the relatively wider bear-` ing blocks 49, respectively. These blocks Vare formed with inclinedbases which are securediby rivets or bolts to Vthe webs of the divergent thrust-bars 47 and the blocks onr each bar arev united or tied together by means of upper and `lower longitudinal straps 50. The extremities of the draw-.bar followers playin the Vspace between y the straps at each side and by this means the inner end of the draw-bar is supported in position.

ln operation hauling strains are exerted through the springs and forward follower to the forward bearing-blocks 48, andv by them to the divergent bars 47 whichv in turn transmit saidV strains with longitudinal or endwise direction to the two continuous cen- By reason of the divergent relation of the bars 47 the thrust on the forward ogous to that of a wedge, and the tendency to shearing is further averted by reason of their connection with the rearward blocks, through straps 50, and the strains on the latter blocks are tensilerather than shear- Y ing. ln the case of pushing or 'coupling strains, the rearward draw-bar follower abuts against the relatively wider bearingbloclrs 49, and the tendency of the latter to become displaced or loosened isV offset by the connection 0f their extended apices with the A forward bearing-blocks, through the Vstraps 50, which, as above stated, tie the two pairs of blocks together. VBy this arrangement all of the usual strains on the vdraw-bar mechanism are immediately converted into endwise strains in the center-sills. The center-sills as thus equipped constitute the lowermost supporting members of the load-carrying structure ofthe car, noV

lsecured thereto', in combination with fore vcharacterize my invention, it will be understood by those skilled inthe art that Various omissions, substitutions and changes in the forms, proportions, sizes and details of the device and of its Voperation may bel made without departingfrom the spirit of. myinvention. Y

i Having thus described my invention, whatY l claim and desire to secure by Letters Patent is: K Y

l. In a` railway car, two central sills spaced apart and continuous from end to,V endl of the car; a `cross memberconnecting the ends thereof; a draw-bar centrally positioned between the'ends of the sills; and means for securing the draw-bar in positionA adapted to transmit strains on the draw-bar to said center-sills lengthwise'thereof,"said1 means comprising twooppositely diverging bars, each extending from said cross member, centrally thereof, to one of the sills.

2. In a railway car, two spaced-apart cen-v ter-sills, a draw-bar having followers, and two bars 'diverging from said drawfbarA toward the sills and adapted to transmit theV draft and coupling strains thereto, in combination with bearing blocks having inclined bases secured to saidV diverging' barsrand adapted to providefore-and aft bearings for said followers. Y 95 3.]n a railway car, two longitudinal sillsV and a draw-bar centrally locatedV between the same, twoV bars diverging from said draw-bar toward the sills and respectivelyV and aft followers on said draw-bar, separate fore and aft bearing blocks having inclined bases secured respectivelyfon the diverging bars and'adapted to vform abutments for said followers and tie-straps uniting the apices of the rearward blocks with the forward blocks'. K' Y A 4. Inka dumping car having two spaced apart center-sills and a cross member joini ing the ends thereof, the combination of two 11'0 bars secured to and diverging from the central region of said cross member between the Y sills and secured at their divergent ends respectively to said sills, bearing blocks withV inclined bases secured toeach of said diverg- 115Y ing bars and draw-bar followers adapted to engage said' blocks. Y Y

5. ln a railway car two longitudinallyl extending sills, a cross, sillsecured to adjacent vends of the longitudinal sills,ad1aw V10m 120 extending throughthe cross sill, two diag! onally extending bars each Yof which is secured at one end to the cross sill on one side of the draw-bar and at the other end .toone I of the longitudinally extending sills and frontv and rear bearing blocks for the followers of the` draw-bar secured to the diagonal bars. v v f v 6. In a railway car two center sills spaced 1,

apart and extending continuously from end` 130. Y

to end of the car, a cross sill connected to adjacent ends of the center sills, a draw-bar extending through the cross sill and disposed centrally with relation to the sills and combined tension and compression members for securing the draw-bar in place, said members being disposed diagonally and symmetrically With reference to the drawbar and secured to and in stress-transmitting relation with the cross sill and center 10 sills.

In testimony whereof, I have signed my name to the speeilication in the presence of tWo subscribing Witnesses.

JOHN M. GOODWIN.

Witnesses:

EUGINIE R. GOODWIN, GEO. A. MOELDOWNEY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). C. 

